Car-heating system.



H. C-MALLORY.

CAR HEATING SYSTEM.

APPLICATION FILED AUG- 7. I908- RENEWED MAR- 23, 1916- 1,203,222. Patented Oct. 31, 1916.

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CAR HEATING SYSTEM.

APPLICATION FILED AUG-7. I908- RENEWED MAR. 23. 1916. 7 1,203,222. Patented Oct. 31,1916.

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HARRY c. MALLORY, on NEW YORK, N. Y.

GAR-HEATING SYSTEM.

Specification of Letters Patent.

Patented Oct. 31, 1916.

Application filed August 7, 1908, Serial No. 447,371. Renewed March 23, 1916. Serial No. 86,278.

To all whom it may concern:

Be it known that I, HARRY C. MALLORY, a citizen of the United States of America, residing in the city, county, and State of New York, have invented. a certain new and usefulImprovement in Car-Heating Systems, of which the following is a true and exact description, reference being had to the accompanying drawings, which form a part thereof.

My present invention relates to a heating system for heating moving vehicles and particularly for heating railway cars.

The object of the invention is to improve and simplify the means for obtaining automatic regulation of the heating system in response to the demands for heat. This I accomplish by the use of a thermostatic regulating device and the means which I employ for utilizing the motion of the car heated to create a flow through a passage formed in the thermostatic device of a fluid thermal agent, which acts upon the expansive mechanism of the thermostatic device. By proceeding in this manner I am able to subject the expansive mechanism to arange of temperatures sufficient to obtain an expansion and contraction of the expansive mechanism of a suflicient extent for satisfactory operation and to cause the .expansive mechanism to change in temperature rapidly enough to obtain an efiicient control. .WVhile the thermostatic device thus controlled, may be employed in different ways, as for regulating the flow of a liquid. or fluid fuel or by regulating the circulation of a hot water heating system, the invention is particularly applicable for use in regulating the flow of the heating fluid in a steam heating system.

In the drawings: Figure 1 1s a diagrammatic representation of one form of apparatus embodying the invention. Fig. 2 is a diagrammatic view illustrating a modification of the system shown in Fig. 1. Fig. 3 is a sectional elevation of the car heating system'taken transversely to the length of the car, and Fig. A is a sectional elevation on the line H of Fig. 3.

In the drawings, and referring first to the construction shown in Figs. 1, 3 and 4:, A represents the upper part or floor proper of a car bottom and B the lower part of the ear bottom. .0 represents the heat radiati piping or radiator forming a unit, or one of pipe C to the outlet or waste pipe D, which passes through the car bottom and is open at its lower end. At another point or end, the piping C is connected as by the pipe C to the outlet port E of the thermostatic regulating valve casing E. The inlet port E of the casing E is connected to the steam supply or train pipe H by means of a pipe G. Preferably a hand throttling valve F is provided between the train pipe and the valve casing E.

Valve casing E, has its inlet and outlet sides connected by two ports controlled by a double beat balanced valve I. The valve I is threaded on to a stem I which passes through a stuffing box E provided at the under side of the valve casing. The stem I is held against rotation by means of a slot formed in it and a pin E passing through the slot andconnected to the valve casing. In the form shown the pin E is secured to a bushing E of some suitable material having poor heat conductivity. The bushing E surrounds the lower end of the stufling box IE and is secured to the valve casing E by the screw cap E Valve I is urged toward the position in which it closes the ports controlled by it by a spring 1*. A key I passes through a stufling box IE located at the top of the valve casing and is provided at its inner end with a clutch or wrench like coning the tube J out of metallic contact with the cap E By proceeding in this manner,

it will be observed that tube J is insulated against transfer of heat to it by conduction from the casing E. The tube J is surroundedby a tubular member N, which unites with the tube J to form the casing proper for the thermostatic mechanism. Preferably a space N is formed between the parts J and N, which may form a dead air pocket or may be filled with heat insulating material. This arrangement, of course, limits the transfer of heat between the interior of the tube J and the outside air, into which the lower end of the casing of the thermostatic meehanism passes through the car bottom.

Within the tube J and concentric therewith are arranged three tubes K, L and M. The tube M is connected at its upper end with the lower end of the valve stem 1 and at its lower end is connected with the lower end of the tube L. The upper end of the tubes L and K are connected together and the tube K is provided at its lower end with an outward flange K adapted to bear against the under side of the upper end of a hood or casing O, which is connected to the tube J and forms the lower end of the casing of the thermostatic mechanism. The members J and L are formed of material having a relatively low coetlicient of thermal expansion, while the members M and K are formed of material having a relatively high coefficient of thermal expansion. In consequence of this, as the temperature within the tube J rises and falls, the valve I is moved toward and away from the position in which it closes the ports in valve casing E. The hood or casing 'O is formed with a passage 0 extending through it and open toward one end of the car at O and toward the other end of the car at 0 A damper or baflie plate P pivoted at P is adapted to move from the full line position shown into the dotted line position shown, and it will be understood that this plate is held in the full line or in the dotted line position accordingly, as the direction of the car is that indicated by the arrow in Fig. 4 or is opposite thereto. The plate P may be notched at P as shown to clear the lower ends of the tubes M and L.

The conduit or pipe Q, leads from the upper side of the coupling D which unites the upper end of the waste pipe D to the outlet pipe C of the heating system. The tube Q in the form shown in Figs. 1 and 3 leads to an inlet port R of a valve casing R. The outlet port R of the valve casing R is connected by a pipe U to a port J formed in the side of the tube J at its upper end. In line with the port R the valve casing R is provided with another inlet port R Communication between the outlet port R ofthe casing R and the ports R and R is controlled by valves S and S respectively, which are continuously urged toward their closed positions by springs S The valves S and S are provided at their adjacent sides with stems S which bear again t an eccentric T carried at the lower end of a shaft passing through the upper side of the valve casing R and provided outside of the casing with a hand lever T by means of which the eccentric T may be adjusted to thereby vary the degree of opening of each of the valves S and S It will be understood that in one position of the eccentric, the valve S will be closed and the valve S will be wide open, and in another position, the valve S will be closed and the valve S will be wide open, and in intermediate positions, the two valves'will be partly open.

The motion of the car will cause a flow of air through the passage in the member Q, the air entering at whichever one of the passage ends 0 and O is toward the front end of the car and leaving at the other passage end. The passage of the current of air through the member 0 results in reducing the air pressure in the portion of the chamber of the member 0 adjacent the lower ends of the members K, L and M. This, of course, tends to cause air or steam, if steam is passing through the heating system into the open pipe D, to flow into the upper end of the member J through the pipe U and out of the lower end of the member J into the member 0. The air, or steam, or air and steam, thus drawn through the casing J serves as a fluid thermal agent, which passes in good heat transferring relation along the tubes K, L and M of the thermostatic mechanism. To facilitate the circulation, ports M and M are formed through the member M at its lower and upper ends and similar ports L are formed through the member L at its upper end, and ports K through the member K at its lower end. The temperature of the fluid thermal agent which thus controls the operation of the valve I is normally dependent on the temperature of the interior of the car, since the air from the interior of the car enters the valve casing B through port R and on the temperature of the external air, which is drawn into the valve casing R through the port It, except at least when the upper end of the waste pipe I) is filled with steam issuing from the outlet end of the radiating system and 011 the extent to which the valves S and S are opened, since they control the relative amounts of air admitted. When this last event takes place, the steam is drawn through the port R and into the tube J. The steam, of course, causes a very rapid expansion of the thermostatic mechanism and consequent quick closure of the valve I.

In consequence of this arrangement, the.

thermostatic mechanism, while operating normally as a temperature regulator, serves, it the heating system is working at its maximum capacity, as an automatic steam trap to shut off the admission of steam to the heating system, when the further admission of steam would merely result in steam wastage.

The modification shown in Fig.1 2 differs from that shown in Fig. 1 merely in the fact that the tube Q leads directly from the port R of the casing R to the external air and the upper side of the coupling D is connected to the pipe U. With this arrangement, the passage of steam. into the upper end of the casing'of the thermostatic mechanism does not depend in any way upon the position of the hand regulating valves S and S otherwise the system shown in Fig. 2 may be like that shown in Fig. 1.

The apparatus disclosed possesses numerous important advantages. The suction device formed by the hood requires no attention and is always eiiective when the car is in motion to create a flow of air or steam through the thermostatic mechanism, which insures quick and positive action of the thermostatic mechanism.

The use of a balanced valve in a thermostatic mechanism of this character is advantageous, since in car heating systems the difierence in pressure of the inlet and outlet sides may be quite large. With the balanced valve, however, the difference in pressure does not affect the operation of the thermostatic mechanism.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent is,

1. A regulating mechanism for a car heating system comprising in combination a radiator, a thermostatic device controlling the flow of a heating fluid through said radiator and having a passage for a fluid thermal agent extending through it, means for regulating the temperature of said fluid thermal agent, and means for utilizing the motion of the car to cause a flow of said thermal agent through said passage.

2. A regulating mechanism for a car heating system comprising in combination a radiator, a thermostatic device controlling the flow of a heating fluid through said radiatorand having a passage for a fluid thermal. agent extending through it, means for regulating the temperature of said fluid thermal agent, and means for utilizing the motion of the car to create a pressure less than that of the atmosphere at one end of said passage and thereby cause said thermal agent to flow through said passage.

A car heating system comprising in combination with the car, a radiator within the car, a source of steam supply, a valve controlling the flow of steam into the radiator from said source, a thermostatic device for actuating the valve formed with a passage open at its inner end to the interior of the car and at its outer end to the external atmosphere, and means for utilizing the motion of the car to cause air to flow outwardly through said passage from the interior of the car.

4. A car heating system comprising in combination with the car, a radiator within the car, a source of steam supply, a valve controlling the flow of steam into the radiator from said source, a thermostatic device for actuating said valve and formed with a passage open at its inner end to the outlet passage of the radiator and open at its outlet end to the external atmosphere, and means for utilizing the motion of the car to cause a fluid flow from said outlet passage through said thermostatic device.

5. In a car heating system the combination with the car, of a radiator within the car and having a steam inlet and an outlet, a valve controlling said inlet, a thermostatic device for actuating said valve comprising a passage and a thermally expansible mechanism in position to be thermally acted upon by a fluid thermal agent flowing through said passage, means for utilizing the motion of the car to cause a fluid thermal agent to flow through said passage, and provisions for making the temperature of said agent responsive in part to the amount of steam issuing from the radiator outlet and in part to the temperature of the external air.

6. A car heating system comprising in combination with the car, a radiator within the car having an outlet connection open at its lower end to the atmosphere, a valve controlling the admission of steam to the radiator, athermostatic actuating device for said *alve having a passage open at its inner end to said outlet connection and to the interior of the car and open to the atmosphere without the car at its outer end, and means for utilizing the motion of the car to produce an outward flow through said passage.

7. A car heating system comprising in combination with the car, a radiator within the car having an outlet connection open at its lower end to the atmosphere, a valve con trolling the admission of steam to the radiator, a thermostatic actuating device for said valve having a passage open at its inner end to said outlet connection and to the interior of the car and open to the atmosphere without the car at its outer end, means for regulating the relative flow into said passage from said outlet connection and from the interior of the car, and means for utilizing the motion of the car to produce an outward flow through said passage.

8. A car heating system comprising a radiator, a source of steam supply, a valve controlling the flow of steam through the radiator, a thermostatic device for actuating the valve formed with a passage through it,

means connecting said passage to the outlet passage of the radiator, to the external atradiator into said outlet passage to pass mosphere, and to the atmosphere Within the through the passage of the thermostatic car, and means for utilizing the motion of device.

the car to cause air from the external atmos- HARRY C. BIALLORY. phere, and air from the interior of the car, Witnesses:

and steam from the outlet passage of the l/VM. O. SHIPMAN,

radiator when steam is passing through the G. B. AL RICH.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

' Washington, D. C. 

